Releasing means for fluid pistons



July 5, 1955 G. s. TROBERG 2,712,304

RELEASING MEANS FOR FLUID PISTONS Filed Oct. 19, 1955 4 Sheets-Sheet l GEORGE s. TROBERG INVENTOR Qal1/ July 5, 1955 G. s. TROBERG 2,712,304

RELEASING MEANS FOR FLUID PISTONS Filed Oct. 19, 1955 4 Sheets-Sheet 2 2 E 40 44 43 v Z A 4 32 I 4 I 30 I H J2 E "Pals/1.. M I l 22 I I I 22 36 6 2 3 g |=|s I 42 i 7 l 1 2o 1 1 l8 H l6 I2 GEORGE S. TROBERG INVENTOR July 5, 1955 G. s. TROBERG RELEASING MEANS FOR FLUID PISTONS 4 Sheets-Sheet 3 Filed (kit. 19, 1953 V QE July 5, 1955 G. s. TROBERG RELEASING MEANS FOR FLUID PISTONS 4 Sheets-Sheet 4' Filed Oct. 19, 1953 GEORGE S. TROBERG INVENTOR E 5 49M United States Patent Sl ce REL-EASING MEANS FDR FLUID PISTONS George S. Troberg,Seattle,Wasl1.

Application October 19, 1953, Serial No. 386,967

7 Claims. (Cl. 123-48) This invention relates to the art of internalcombustion engines of the type having auxiliary combustion chambers and more particularly to releasing mechanisms for fluid cylinders such as are used in my co-pending United States patent application, Serial No. 327,960.

In my former application, means are shown to provide for changing the cubical contents of the combustion chambers of an internal combustion engine and the normal functioning of the device is automatically controlled by the throttle of the engine. It has been found .convenient, however, to provide a manually operated means for allowing the controlling valve of each auxiliary chamber to move in its open position thus giving the low est compression ratio. With this present means a manual control is provided so that the operator can at any time release the vacuum agencies holding the controlling valves in their closed positions and permit the controlling valves to move to their open position so that increased volume can be added to the combustion chamber of the cylinder and thus very materially reduce the compression pressures of the cylinders.

In an internal combustion engine of the changeable compression type shown in my previous application, the highest thermal efficiency is of course obtained with the higher compression ratio. However, particularly inautomotive work, the operational conditions are constantly changing and there are times when with this higher compression ratio we would have high compression pressures caused by high intake manifold absolute pressures which would result in, or approach the condition of, unsafe combustion pressures or detonations in the cornbustion chamber at its smaller volume. 'For purposes of clarity a high intake manifold absolute pressure is 'de fined as that pressure in the intake manifold taken at the engine speed either low speed, medium speed, or high speed which will result in the condition 'of'unsafe combustion pressures or 'detonations in the combustion chamber at its smaller volume. A low intakemanifold absolute pressure is any intake manifold pressure below that of the high intake manifold absolutepressure where the condition of only safe combustion pressures will result. A vacuum in the intake manifold is any pressure below atmospheric pressure. An absolute pressure in the intake manifold is any pressure from absolute Zero to and including above atmospheric pressure, above atmospheric pressures occurring where superchargers are used. This present invention provides releasing means for release of the controlling valve which makes the higher compression ratio engine design possible and immediately when a high intake manifold absolute pressure begins'to' exist enlarges the volume of the compression chamber and thus lowers the compression pressure. With an arrangement of this order it is possible to successfully operate an engine a greater portion of its working time with higher compression ratios than would normally be possible in an automotive vehicle if some release means were not provided. It is therefore believed that a very worthwhile advance has been made in the control of high 2,712,304 Patented July 5, 1 955 compression engines so that peak operation efficiencies will be obtained which will be entirely suited to the conditions at hand. v

The principal object of this present invention is to provide means whereby maximum operational combustion chambercompression ratios or combustion chamber pressures may be employed Where conditions permit, and then where conditions of high intake manifold absolute. pressures are met where dangerous pressures and detonation may occur, a quick release means is provided to lower the compression ratio or combustion chamber pressures.

,A further object of this .invention is to provide a mechanical stop, or lock, means to hold the controlling valve against the compression pressures of a high compression engine and to have the same provided with manual release means so that the operator will at all times have complete control over the engine which usually has an automatic operational cycle. A A further object of this invention is to provide a manually controlled releasing means for reducing the compression pressures of an internal combustion engine. A further 'object of this invention is to provide a manual means of making the operating mechanism actuating the fluid piston which holds the valve for changing the compression pressures in the down position inoperative allowing the controlling valve to move to the open position for the lowest possible compression pressures should the normally automatic operation not function completely or quickly enough to satisfy changing operational conditions.

Further objects, advantages and capabilities will be apparent from the description and disclosure in the drawings, or may be comprehended or are inherent in the device.

'In the drawings: i

Figure l is a side elevation showing an internal combustionengine equipped with means for changing the compression ratios of the cylinders and showing the applicationv of the releasing means to the same; certain parts of an automobile are shown in cross-section;

Figure 2 is a vertical sectional view illustrating means employed to enlarge a combustion chamber of an in ternal combustion engine and illustrating the application of the releasing means; i

@Figure 3'is a perspective view, partly in section, showing many of' the parts of the releasing means and illustratingth'em in association with certain parts of an internal'combustion engine; I

Figure 4 is a diagrammatic view illustrating thefunctional arrangement of certain parts of my former appli} cation, Serial No. 327,960, and illustrating the manner in which my releasing means are applied to and which may co-ac't with the mechanism of y. former invention;

Figure 5 is a typical cross-sectional view in elevation, similar to Figure 2, but illustrating the vacuum piston directly actuating the controlling valve. Figure 5 is'the preferred arrangement for actuation of the controlling valve where there are no space limitations for this arrang'ement over or around the combustion chambers.

Referring more particularly to the disclosure in the drawings, the numeral 10 designates the space of the usual combustion chamber of an internal combustion engine. The numeral 12 designates an auxiliary chamber communicating with combustion chamber 10 by means of passageway. This passageway may be sealed as by controlling valve 16. Controlling valve 16 can also have, whichis'desirable but not essential, a secondary seat at 18 sion spring 20 is desirable but not essential as thecompression and combustion pressures can also perform the function of opening the passageway by raising controlling valve 16. The stem of controlling valve 16 extends upwardly and abuts against the stem of hydraulic. slave piston 22, as shown in Figure 2, or abutsagainst the stem of vacuum piston 100 as shown in Figure 5. draulic slave piston 22 is disposed for-reeiprocation it a floating hydraulic slave cylinder 24... This hydraulic slave cylinder is provided with .a-rernovable head as l 'fi which serves as backing for compressionspring 28,.vvhqs e normal functioning is to seat hydraulic slave cylinder;24 to its lowermost position when the, fluid pressure iin line 32 is removed. Hydraulic slave cylinder 24 is disposed for reciprocation within guide cylinder which in tu secured to the engine body or head H. 1',h e.portio hydraulic slave cylinder 24 above hydraulicslaye p I on 22-is a fluid cylinder to which fluid line 32 is;conneetfe d.

Extending through the wall of guidecylinder, 39,? shown in Figures 2 and 3, is the latch member 34. member is further guided by bracket guidemembers 36 and is provided with a compression-spring 38,.urging t he latch into its securing position as illust-r ated in Eigures Z and 3. A pivotedyoke member 40. straddles latchirnember 34 and abuts the fixed collar42vso. thatas push rod 43 is moved to the left as viewed in. Figure 2,-c ollar ,44 abuts member causing the movement of'latch-.;l34 to the left thereby withdrawing the samefrom the.inner wall of guide cylinder 30 and freeingahydraulic slave cylinder 24, allowing controlling valve 16 .tomove. to its open position or to the open position seated againstfits secondary seat 18. Y

In Figure 5 latch member 34 is shown goingthrough the enlarged end of the stern of controlling valve 16.; The enlarged end of the stem controlling valve,;16. in Figure 5 is recessed to guide the stem of vacuum piston lllll. Vacuum piston 100 operates within cylinderhousing 10 1. Spring 102 is a compression spring for-exerting a return.- ing action on piston 100 when there is no vacuum present. The stem of vacuum piston 100 rests on latchmernben-34 so that vacuum piston 100 can actuate controlling valve-'16. Push rod 43 in Figure 5 acts in .the same manner-asjn Figures 2 and 3 to withdraw latch member 34' and thus to make free the stem of vacuum piston 100m the recess of the enlarged end of controlling-valve 16. 7;

Push rod 43 is positioned by passing through a lurality of brackets 36. It is provided at the left end, as viewed in Figures 1 and 4, and 5, with a'vacuum releasing cylinder valve 46. This valve is capable of -two-positipns, as shownin Figure 4, in which line 47-is vented to ;the atmosphere and a second position, where with the valve moved to the right as viewed, lines-47 and, 48 ;are connected. A compression spring 49, normally urges push-red 43 to the right as viewed. Rod 43 is provided with a plurality of fixed collars 44, one for each cylinder.;-;.At its opposite end rods 43 are enlarged to provide a meeting abutment 50, which is selectively engaged, for operation, by rod 52 which is secured .to-piston-5 3 .whichis disposed for reciprocation within fluid cylinder 54.

A fixed collar 88 is provided on rod 43 for contact I with bell crank 86. A compression spring normally urges the releasing piston 53 to the. left as viewed. Spring 55 is stronger than spring 49. Releasing cylinder -54 is connected-by line 56 to the engines intake manifold 58. The flowof. fluid through this lineis controlled-by manual releasing valve 59. Manual releasing valve 59 is a threeway valve which in the open position connects line 91 to line 92and which in the closed position'closes ofl line 91 to line92 and throws line 92 open to the-outside atmosphere. Manual releasing valve 59 in. turn. is adapted to manual controlas from the dash of :an automobile through the fiexible wire and tube-control 60to a convenient manually operable lever 61. In addition to controlling the releasing piston 53 and the action-oflrod 43, manual releasing valve 59 also controls the connection of the other operational parts to manifoldSSas the line engages,

92 leaving valve 59 divides into line 56 and line 57 con necting'thi'oiig hcertain valves to line 48. Fluid or vacuum line 57 is connected to time delay valve 62, to the cylinder 63 and the cylinder 64 in which is disposed positioning piston 66 which in turn is directly connected to and controls the position of positioning cylinder valve 67. A check valve 68 is connected across the two connections so that when the pressure in the intake manifold 58 rises the gas willrush through check valve 68 bypassing the time delay valve 62.

Manual releasing lever 94 is adapted to manual control as from the dash of an automobile through the flexible wire and tube control 93 to the convenient manually operable lever 61. A fixed collar 95 is provided on rod 43 for contact with manual releasing lever 94.

Positioning cylinder valve 67 has two positions, one as indicated in Figure 4 and the operational position where the valve is moved to the right so that fluid line-5% is connected-through positioning cylinder valve 67 to line 48. Line 48 passes back to vacuum releasing, piston valve-46 and when this valve is properly positioned flow is through line 47 as shown in Figure 4 to the relativelylargeva cuum cylinder 70-having the reciprocating vacuum piston 71 and which is connected through the lever pivoted on the fixed pivot 72 to hydraulic master piston 73 disposed for reciprocation within" hydraulic master cylinder 74. There is considerable size differentie! between these two pistons so thata relatively low pressure in vacuum cylinder 70 can create a relatively high pressure on, preferably, an oil line 32 leading out of hydraulic master cylinder 74. Oil line 32 is connected to each of the hydraulic slave cylinders 24 in a manner best illustrated in Figures 2 and 3.

In Figure 5 line 47 is directly connected to the vacuum cylinders 101 after leaving the vacuum releasing piston valve 46. There is considerable size difference between vacuum piston 100 and controlling valve 16 so thata vacuum in cylinder 101 can hold vacuum piston 100 against the combustion pressure acting on controlling valve 16. i

,Throttle' lever82 in addition to controlling. throttle valve 86 also controls the position of rod 43 through hell cranks 84 and 86. Turnbuckle 85 is used to adjust the relative positions of bell cranks 84 and 86 to make rodf43 open controlling valves 16 at a predetermined position of throttle lever 82.

Method of operation g As shown generally throughout the drawings, when the throttle valve 80 on the carburetor is'opened by the foot'throttle 82-to or beyond a settingwherea highintake manifold absolute pressure can exist, the push rod 43 is 'movcdt'o the left withdrawing latch members34 allowing valve-1610 move to the open position? A 'force also energizing'rod43 and moving it to the left as viewed so; as to, withdraw latch 34 is spring 55. This action .ing-"through bell cranks 84 and 86 and the associated connecting rods is disposed to also move rod 43 to the left. lf for any reason the mechanism does not operate satisfactorily the operator can, at will by moving lever 61.0perate valve 59 which will shut off line 91' and throw line 92 open-to the outside atmosphere allowing controlling valve 16 to move to the open position. The three-way valve 59 as actuated by the manual control lever 61can also by throwing the line 92 open tothe outside atmosphere allow spring 55 to move to theleft,

throw rod..43 to the releasing position, leaving controlling valve l6 in the open position for the lowest possible '5 compression pressures in the engine. The three-way valve 59 also seals off the vacuum piping 92, 57 and 56 when the vacuum system might fail or break with air leading into the intake manifold 58.

Vacuum releasing cylinder valve 46 is attached to rod 4-3 and when rod 43 is moved to the position withdrawing latches 43, line 47 is opened to the outside atmosphere thereby removing the vacuum forces holding controlling valve 16 in the closed position.

If for any reason the mechanism does not operate satisfactorily or if the vacuum or hydraulic agencies holding valve 16 in the closed position sealing off the auxiliary chamber should seize or stick, the operator can at will by moving lever 61, move the manual releasing lever 94 causing the push rod 43 to move to the left withdrawing latch members 34 allowing the controlling valves 16 to move to the open position.

it is believed that it will be clearly apparent from the above description and the disclosure in the drawings that the invention comprehends a novel construction of a releasing means for fluid pistons.

Having thus disclosed the invention, I claim:

1. The combination with an internal combustion engine of means permitting varying in the size of the combustion chambers between a larger and a smaller volume responsive to changes in pressure in the intake manifold and to changes in the throttle, comprising: an auxiliary chamber formed on the engine head immediately above the upper end of each combustion chamber and a passageway in the head leading from each combustion chamber to its associated auxiliary chamber; a valve positioned in each auxiliary chamber having a first seat in which the valve blocks the associated passageway and a second seat in which the passageway is open; a valve stem on each valve extending upwards and first spring means connected to said valve stem pressing the valve towards seating on said second seat; a piston and piston stem abutting against the upper end of said valve stem and a floating cylinder enclosing each piston; a housing for each cylinder secured to said engine head supporting the cylinder in a manner permitting movement of the cylinder longitudinally of the associated valve stem, second spring means acting between each cylinder and its piston biasing the cylinder downward with relation to its piston, a two-position latch in said housing limiting upward movement of the cylinder in a first position and permitting such upward movement in a second position, means immediately responsive to movement from moderate to open throttle operative to move said latch to said second position and third spring means normally positioning said latch in said first position, and ;hydraulic means connected to the upper end of said cylinder and responsive to pressure in said intake manifold operative to press said piston downward with relation to said cy linder by hydraulic pressure under moderate throttle conditions and relieving the hydraulic pressure under high throttle conditions permitting said first spring means to move said valve to said second seat without resistance by said piston and permitting said second spring to move said cylinder downward with relation to its piston.

2. The subject matter of claim 1 in which the means for operating the latches responsive to movement from moderate to open throttle includes mechanical means moving said latches together and second latching means responsive to changes in pressure in the intake manifold connected to said mechanical means operative to move the latches to said second position under high throttle conditions, said second latching means including a cylinder having a line connecting the same to the intake manifold and a piston normally spring pressed in an expanded position and contracted by vacuum conditions in the cylinder caused by a vacuum in the intake manifold under moderate throttle, said piston operating said mechanical means to move the latches to said second position in said expanded position.

-i ll 3. The subject matter of claim 1 in which said hydraulic means includes a hydraulic piston and cylinder connected to the floating cylinder providing hydraulic pressure to the same and said hydraulic means includes a vacuum-operated piston having a cylinder connected to the intake manifold and the vacuum-operated piston being connected to the hydraulic piston in a manner moving the hydraulic piston to apply hydraulic pressure on the floating cylinders under moderate throttle conditions in the intake manifold, said vacuum-operated piston being spring pressed toward a position moving the hydraulic piston to release hydraulic pressure on the floating cylinders under high throttle conditions in the intake manifold. g

4. The subject matter of claim 3 in which the means for operating the latches responsive to movement from moderate to open throttle includes mechanical means moving said latches together and said mechanical means including means for venting to the atmosphere the cylinder of said vacuum-operated piston when said mechanical means is activated to move the latches to said second position.

5. The combination with an internal combustion engine of means permitting varying of the size of the combustion chambers between a larger and a smaller volume responsive to changes in pressure in the intake manifold and to changes in throttle, comprising: an auxiliary chamber formed on the engine head adjacent the compression end of each combustion chamber and a passageway in the head leading from each combustion chamber to its associated auxiliary chamber; a valve positioned in each auxiliary chamber having a first seat in which the valve blocks the associated passageway and a second seat in which the passageway is open; a valve stem on each valve and first spring means connected to said valve stem pressing the valve towards seating on said second seat; a piston and piston stem abutting against the end of said valve stem and a floating cylinder enclosing each piston; a housing for each cylinder secured to said engine head supporting the cylinder in a manner permitting movement of the cylinder longitudinally'of the associated valve stem, a second spring means acting between each cylinder and its piston biasing the cylinder inward with relation to its piston, a two-piston latch in said housing limiting outward movement of the cylinder in a first position and permitting such movement in a second position, means immediately responsive to movement from moderate to open throttle operative to move said latch to said second position and third spring means normally positioning said latch in said first position, and hydraulic means connected to the outer end of each cylinderand responsive to pressure in said intake manifold operative to press said piston inward with relation to said cylinder by hydraulic pressure under moderate throttle conditions and relieving the hydraulic pressure under high throttle conditions permitting said first spring means to move said valve to said second seat without resistance by said piston and permitting said second spring to move said cylinder inward with relation to its piston.

6. A combination with an internal combustion engine of means permitting the changing of the size of the combustion chambers between a larger and a smaller volume; an auxiliary chamber formed on the engine adjacent to each combustion chamber and a passageway leading from each combustion chamber to its associated auxiliary chamber; controlling valves having a closed position in which each controlling valve is seated on its passageway sealing it off and an open position in which the passageway is open; vacuum operated means under the control of vacuum in the intake manifold operative to hold the controlling valves in the closed position when under a vacuum; releasing means under the control of intake manifold pressure operative to release said vacuum operated means from all intake manifold pressures and allow the controlling valves to inOvei'in the open position when the pressure in intake maniioldreaches a high intake manifold absolute pressure.

,7 7Y.,VA combination with an internal combustion engine of means permitting the changing of the size of the combustion chambers between a larger and a smaller volume; an auxiliary chamber formed on the engine adjacent to each combustion chamber and a passageway leading from each combustion chamber to its associated auxiliary chamber; controlling valves having a closed position in which each controlling valve is seated on its passageway closing it and an open position in which the passageway is open; vacuum operated means under the control of vacuum in the intake manifold operative References Cited in the file of this patent UNITED STATES PATENTS 2,094,266 DuBois Sept. 28, 1937 2,120,290 Meyer June 14, 1938 Loefiier Ian. 3, 1939 

